Classifications

• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/30—Constructional details of charging stations
  • B60L53/305—Communication interfaces
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/60—Monitoring or controlling charging stations
  • B60L53/66—Data transfer between charging stations and vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
  • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
  • H04L2012/40215—Controller Area Network CAN
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations

Definitions

• CAN Controller Area Network
• a dedicated CAN transceiver will need to be added to the integrated circuit (IC) on the BMS printed circuit board (PCB) for each bus and a mechanism in the battery management system (BMS) software will toggle the messaging to occur only when in the expected state.
• IC integrated circuit
• PCB BMS printed circuit board
• BMS battery management system
• CAN messages intended for both the battery charger and vehicle bus are sent at the same time, at the same baud rate, by one CAN transceiver, regardless of the device’s state, making it difficult for the vehicle and charger bus to communicate quickly and efficiently and resulting in poor battery performance.
• the use of two CAN transceivers will eliminate the need for the BMS to modify/translate the CAN messages and/or come up with a common baud rate.
• Adding another (second) CAN transceiver to a PCB of a BMS consumes a lot of overhead in terms of circuit board, software, and firmware design, testing, and integration, and thus, has not historically been done/implemented.
• the second CAN transceiver in order to implement the second CAN transceiver on the PCB, other features of the PCB, such as the power supply components/circuits, microcontroller I/O, firmware and software, all needed to be redesigned.
• it would not have been obvious to one of ordinary skill in the art to simply add a second CAN transceiver because until very recently, battery chargers were not even CAN bus capable, and because it is very uncommon (in the motive power industry) to have a BMS utilize two CAN buses.
• the BMS comprises at least two, dual, controller area network (CAN) transceivers, wherein a first CAN transceiver is for a vehicle bus and a second CAN transceiver is for a charger bus, and a computer program operable to communicate with the two, dual, CAN transceivers to toggle back and forth between vehicle intended, and charger intended, messaging states to improve battery operating efficiency.
• CAN controller area network
• the computer program further controls baud rates.
• the BMS improves battery operating efficiency of a vehicular lithium battery.
• the at least two, dual, controller area network (CAN) transceivers are positioned on a printed circuit board (PCB).
• PCB printed circuit board
• the at least two, dual, controller area network (CAN) transceivers are positioned on an integrated circuit (IC).
• IC integrated circuit
• the BMS further comprises a processor and storage medium in operable communication with the computer program and the at least two, dual, controller area network (CAN) transceivers.
• CAN controller area network
• the at least two, dual, controller area network (CAN) transceivers are in direct communication with the processor and storage medium.
• the at least two, dual, controller area network (CAN) transceivers are in indirect communication with the processor and storage medium.
• the at least two, dual, controller area network (CAN) transceivers comprise typical MAX13054ESA+ transceivers.
• the method comprises sensing a battery input, comparing the sensed battery input to predetermined threshold levels within the BMS, determining if the battery is in a charge state or a discharge state, and switching between the at least two, dual, CAN transceivers to transmit vehicle intended messages, or charger intended messages, to improve battery operating efficiency.
• BMS battery management system
• CAN controller area network
• the method further comprises determining that the battery is not being charged and is in the discharge state, and continuing to transmit vehicle intended controller area network (CAN) messages to the battery while the battery remains in the discharge state.
• BMS battery management system
• CAN controller area network
• the method further comprises determining that the battery is being charged and is in the charge state, and then switching to transmitting charger intended controller area network (CAN) messages while the battery is in the charge state.
• BMS battery management system
• CAN controller area network
• switching further comprises toggling back and forth toggle back between vehicle intended, and charger intended, messaging states to improve overall battery operating efficiency.
• BMS battery management system
• CAN controller area network
• the method further comprises programming or optimizing baud rates of the BMS.
• BMS battery management system
• CAN controller area network
• the method comprises sensing a battery input to ensure the battery is not being charged and is still being discharged by a vehicle in operation; and continuing to transmit vehicle intended CAN messages as long as the battery remains in a discharge state, to improve battery operating efficiency.
• BMS battery management system
• CAN controller area network
• the method further comprises determining that the battery is being charged and is in a charge state, and then switching to transmitting charger intended controller area network (CAN) messages while the battery is in the charge state.
• BMS battery management system
• CAN controller area network
• the method further comprises toggling back and forth toggle back between vehicle intended, and charger intended, messaging states to improve battery operating efficiency.
• BMS battery management system
• CAN controller area network
• the method further comprises comparing the sensed battery input to predetermined threshold levels within the BMS.
• BMS battery management system
• CAN controller area network
• the method further comprises verifying that controller area network (CAN) messages are appropriately sent by the BMS.
• BMS battery management system
• CAN controller area network
• the method further comprises verifying that controller area network (CAN) messages are appropriately sent by the BMS by connecting devices transmitting at different baud rates to verify that the BMS adjusts baud rates appropriately.
• CAN controller area network
• FIG. 1 illustrates an exemplary printed circuit board (PCB) having two/dual CAN transceivers thereon;
• PCB printed circuit board
• FIG. 2A illustrates exemplary electrical schematic drawings of the first and second CAN transceivers
• FIG. 2B illustrates a left-side portion of the electrical schematic drawing of the first CAN transceiver shown in FIG. 2A;
• FIG. 2C illustrates a right-side portion of the electrical schematic drawing of the first CAN transceiver shown in FIG. 2A;
• FIG. 2D illustrates a left-side portion of the electrical schematic drawing of the second CAN transceiver shown in FIG. 2A;
• FIG. 2E illustrates a right-side portion of the electrical schematic drawing of the second CAN transceiver shown in FIG. 2A
• FIG. 3 illustrates an exemplary screen shot showing the interface software for two/dual CAN transceivers for software programming operations
• FIG. 4 illustrates a flow diagram showing exemplary operation of the charge detect and discharge control states of a battery BMS
• FIG. 5 illustrates a block diagram of an exemplary computer for operation of the BMS software and/or first and second CAN transceivers.
• the present disclosure includes various lithium battery management systems (BMS) having two (i.e., dual) transceivers on the PCB or IC of the BMS along with accompanying software, to allow CAN messages to be transmitted to and from the vehicle bus and charger bus quickly and efficiently.
• BMS lithium battery management systems
• the BMS software will toggle the messaging to occur only when in the intended state.
• a first transceiver may be used for a vehicle bus and a second CAN transceiver may be used for the charger bus to improve BMS efficiency in certain battery charger-vehicle operations.
• a lithium battery such as a forklift or other vehicle battery may include a BMS having 2 (i.e., dual) CAN transceivers on the PCB.
• a PCB 102 within a vehicle BMS has 2 CAN transceivers 202, 204 (shown with large arrows) thereon.
• the 2 CAN transceivers 202, 204 may be typical CAN transceivers, such as MAX13054ESA+, made by Maxim Integrated, for example.
• 2 CAN transceivers 202, 204 may be applied to/used on various different types of batteries, ICs, and PCB’s within those batteries and their BMS’s and are not limited to only vehicle batteries.
• FIG. 2A (broken down into FIGS. 2B, 2C, 2D, and 2E for ease of viewing) illustrates exemplary electrical schematics of the 1 st CAN transceiver 202 and the 2 nd CAN transceiver 204.
• the use of 2 CAN transceivers 202, 204 i.e., for vehicle and charger
• BMS software to control the intended message state (i.e., vehicle or charger) and baud rates, etc.
• FIG. 3 illustrates an exemplary screen shot of BMS interface software for two/dual CAN transceivers 202, 204 for software programming operations.
• the BMS software will have the configurable option of defining the intended state (i.e., vehicle or charger), if any, of the device when the messages will be exclusively sent.
• the device will be placed in and out of the intended state (i.e., vehicle or charger) and then the CAN bus(es) will be monitored to verify that the CAN messages are appropriately sent by the BMS.
• Another method of verification may be to connect devices transmitting at different baud rates and then verify that the BMS adjusts the baud rate appropriately/accordingly.
• FIG. 4 is a flowchart illustrating the operation 400 of the BMS software in combination with the use of two CAN transceivers (i.e., one transceiver for vehicle bus and one transceiver for charger bus).
• the BMS operates 400 by sensing input and then switching between battery charge and discharge states 402, depending upon predetermined thresholds within the BMS software.
• the CAN messages for the vehicle interface are being transmitted 404.
• the BMS senses that the battery is not being charged (i.e., charge detect remains off) 406
• CAN messages for the vehicle interface continue to be transmitted 408.
• the BMS senses that the battery is being charged (i.e., charge detect is turned on)
• the CAN messages for the charger interface are sent 410. In this manner, the BMS software toggles back and forth between the vehicle and charger interfaces to optimize the battery charging efficiency.
• the BMS computer program, instructions, or software, 506 may he operated via a computer 500, the computer 500 being any number of traditional computer/computational devices, having at least one processor 502 in communication with a storage medium 504, the storage medium 504 configured to store instructions (i.e., computer programs and/or software) thereon, and the processor 502 configured to access said instructions and control the operation of said instructions in connection with the operation of other aspects of the computer 500, peripheral devices, and/or other items in communication with said processor 502
• the BMS software 506 and 2 CAN transceivers 202, 204 may be a part of the IC and/or PCB and/or may also comprise a portion of the computer 500, whereby the BMS software 506 and 2 CAN transceivers 202, 204 may be in direct or indirect communication with the storage medium 504 or processor 502, as shown in FIG. 5.
• the present disclosure may have presented a method and/or a process as a particular sequence of steps.
• the method or process should not be limited to the particular sequence of steps described, as other sequences of steps may be possible. Therefore, the particular order of the steps disclosed herein should not be construed as limitations of the present disclosure.
• disclosure directed to a method and/or process should not be limited to the performance of their steps in the order written. Such sequences may be varied and still remain within the scope of the present disclosure.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Computer Networks & Wireless Communication (AREA)
• Signal Processing (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2020
  • 2020-09-23 EP EP20868548.7A patent/EP4048546A4/de active Pending
  • 2020-09-23 WO PCT/US2020/052330 patent/WO2021061865A1/en not_active Ceased
  • 2020-09-23 CA CA3150313A patent/CA3150313A1/en active Pending
  • 2020-09-23 US US17/030,292 patent/US11588661B2/en active Active

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